Railway-train arrest.



No. 740,969. PATENTBD OUT. 6., 1903. fYNGLING.

RAILWAY TRAIN ARREST.

APPLICATION FILED TBB. 11, 1903.

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YPzifrlnwr y OFFICE.

RAILWAY-TRAIN ARREST.

SPECIFICATION forming part of Letters Patent N o. 740,969, dated October 6, 1903.

Application led February 11, 1903. Serial No. 142,853. (No model.)

To @ZZ whom t may concern,.-

Be it known thatI, CHARLES YINGLING, a citizen of the United States, residing at Metuchen, in the county of Middlesex and State of New Jersey, have invented a certain new and useful Improvement in Railway-Train Arrests, of which the following is a specification.

My improvement applies to the class in` which the airbrakes o r other automatic brakes are put on by contacts of a device carried on the train with movable stops supported on the track at convenient distances. Mechanism is provided for raising the stop by the passage of each train and for lowering it again when the train has moved onward sufficiently. Itis absolutelyautomatic. There may be signals and other means of operating through the intelligence of the engineer in addition; but my invention Will perform its duties even if the engineer be absent or incapacitated. I provide a stop which is elevated by the passage of a train and is held in the elevated position until the train has passed the next station. The stations may be arranged at any required intervals. It is not necessary that they be uniform in length. The passage of the Wheels past a station in every case lifts the stop atthis station and liberates the stop and allows it to sink at the station to which connection is made in the rear, preferably the one before the last passed. Y"

I have devised important improvements in the details, which will be fully described below and set forth in the claims.

The following is a description of what I consider the best means for carrying out the invention.

Theaccompanying drawings form a part of this'speoication;

Figure lis a side elevation, and Fig. 2 a plan View. These figures show a single station, with connecting-Wires leading to and from other stations, and also a wire extending past without affecting this station. Fig. 3 is on a smaller scale and shows three stations with their connecting-wires. The wires are shown in this figure as elevated to make them easily distinguishable. In practice they should be level and straight, as indicated in A is the bed-plate, firmly supported and provided with three upright-s A' A2 A3,Which constitute bearings for levers. The bearing Asupports a short shaft B on stiff springs C, adapted to vallow a considerable `yielding vertically When a great depressing force is suddenly applied, While the shaft is irmly'held in other directions. On this shaft is mounted a lever D, which performs the important function of presenting a pedal D close to the tread of the rail, which receives the action of the Wheel H in passing and by rocking the lever lifts the opposite end D2,which engages under the offset M and lifts the stop M. This stop is guided by an arm cast integral therewith, by Which it is pivoted to the bearing A2. When the pedal D is violently depressed by the front wheels of a swift-moving train, the sudden motion of the connected parts is resisted by their considerable inertia. The motion is permitted by the depression of the springs C, thus allowing the'center of the lever to be momentarily depressed. The action results in gently but certainly lifting the stop M. The action is adapted to lift the stop M a little above the required extent.

G is asliding piece, which servesas a support to engage under an odset M2 in the stop M and hold it reliably so long as the support is so engaged. The means for operating this piece G -will be described farther on.

I is a portion of the locomotive.

J is a shaft of the mechanism which controls the air-brake. (Not shown.) This shaft extends across transversely of the track, and J is an arm xed thereon and extending downward in a position to be induenced by the stop M. When the stop is in its depressed position, the arm goes over it withouttouching. When, on the contrary, the stop is up, the arm J strikes it and is turned. This turning operates the air-cock and lets on the brakes, (not shown,) and the train is rapidly arrested.

IcoAv R is a slender rod, or it may be a Wire lead-' ing from the second station down the track. The bearing A3 supports a pin T, on which turns a three-armed lever T' T2 T3. The portion T extends upward and is engaged with the rod R. The arm T2 extends downward and engages by a link U with the movable support G. Another arm T3 carries a heavy weight T4, the gravity of which serves to keep the movable support pressing against the stop M. When the train passes this station and operates the pedal D/ and throws up the stop M, the gravity of this loaded arm T3 T4, acting through the link U, pulls the movable support G under the offset M3 and keeps it supported until a change is induced by the movement of the train past the next station down the track. Such movement pulls on the rod R and by its action on the arm T overcomes the gravity ofthe Weight T4 and by turning the lever transmits the force through the link U and pushes the movable support G again to the right into its original position, allowing the stop M to sink. This sinking insures the turning of the lever D so as to again elevate the pedal D' into position to receive the action of the next train. The leverD may be made with that arm-the right arm in the figuresheavier than the pedal, so that its gravity also contributes to hold it always in the position to be actuated.

The drawings show a slender rod, (marked R,) connecting to a pivot D3 on the lever D at this station and extending away to the right, which I call up the track, to operate the next station but one. It will be understood that the rod R, which extends to the left in this figure, is correspondingly formed and correspondingly attached tothe mechanism at a station down the road.

My mechanism involves no parts extending down deeply into the ground, thus avoiding difficulties from the accumulation of water and ice. The action is induced by gravity. The elastic support of the center B allows vfor the violent action due to a rapid train Without involving anydiliiculty from inertia of the parts.

The lever J', which actuates the air-valve, may be carried at any required point; but it is important that it be setI so far forward on the locomotive that the stop M can never be raised in front of it by the action of its own wheels.

It is necessary to extend each wire R past one station and cause it to operate not the station immediately adjacent, but the next beyond. If, on the contrary, each wire R tionor very near it after actuating its mechanism. In such cases the stop in the rear having been lowered the succeeding train would not be arrested and a collision might result. By extending each wire R past one station and engaging the slide of the second station safety is attained under all possible conditions.

Modications may be made without departing from the principle or sacrificing the ad- Vantages of the invention. There may be further refinements, as provisions for raising and lowering the several centers and vespecially the center on the locomotive which carries the operating-lever J. It is important to be certain that that lever shall touch the stop M when the latter is to arrest and that it shall go over it without touching when the stop is in its lowest position.

The location of the parts may be varied. They may be inside instead of outside ofthe rail. When they are inside, the pedal will of course be actuated by the flange instead of the treadV of the wheel. Allowance should be made for that in proportioning and setting the other parts.

I claim as my invention- 1. The lever D on the railway-bed having a pedal D working adjacent to the rail, and a movable piece .I carried on the train connected to and controlling the brake-operating mechanism, in combination with each other and with the stop M, sliding support G and means for actuating the latter, all arranged for ljoint operation substantially as herein specified.

2. The lever D on the railway-bed, having a pedal D Working adjacent to the rail, havingits centerBelasticallysupported as shown, and a movable piece J carried on the train connected to and controlling the brake-operating mechanism, in combination with each other and with the stop M, sliding support G and means for actuating the latter, all arranged substantially as herein specied.

3. The lever D on the railway-bed having a pedal D' Working adjacent to the rail and a movable piece J' carried on the train connected to and controlling the brake-operating mechanism in combination with each other and with the stop M, sliding support G, the rod R subject to tensional force arranged to be operated from a distance and the loaded lever T' T2 T3 T4 and link U, all arranged for joint operation substantially as herein specified.

In testimony that I claim the invention above set forth I affix my signature in presence of two witnesses.

CHARLES YINGLlNG.

Witnesses:

J. B. CLAUTICE, M. F. BoYLa ItO IIO 

